WO2015133396A1 - Procédé de commande de couple d'entrainement et dispositif de commande de couple d'entrainement pour véhicule - Google Patents

Procédé de commande de couple d'entrainement et dispositif de commande de couple d'entrainement pour véhicule Download PDF

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Publication number
WO2015133396A1
WO2015133396A1 PCT/JP2015/055851 JP2015055851W WO2015133396A1 WO 2015133396 A1 WO2015133396 A1 WO 2015133396A1 JP 2015055851 W JP2015055851 W JP 2015055851W WO 2015133396 A1 WO2015133396 A1 WO 2015133396A1
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WO
WIPO (PCT)
Prior art keywords
wheelie
amount
drive torque
acceleration
driving torque
Prior art date
Application number
PCT/JP2015/055851
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English (en)
Japanese (ja)
Inventor
佳秀 井苅
Original Assignee
ボッシュ株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by ボッシュ株式会社 filed Critical ボッシュ株式会社
Priority to CN201580011638.8A priority Critical patent/CN106164451A/zh
Priority to CN202210054725.3A priority patent/CN114233493B/zh
Priority to EP15757763.6A priority patent/EP3115579A4/fr
Priority to US15/122,507 priority patent/US10189473B2/en
Priority to JP2016506457A priority patent/JP6341579B2/ja
Publication of WO2015133396A1 publication Critical patent/WO2015133396A1/fr

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/02—Control of vehicle driving stability
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K28/00—Safety devices for propulsion-unit control, specially adapted for, or arranged in, vehicles, e.g. preventing fuel supply or ignition in the event of potentially dangerous conditions
    • B60K28/10—Safety devices for propulsion-unit control, specially adapted for, or arranged in, vehicles, e.g. preventing fuel supply or ignition in the event of potentially dangerous conditions responsive to conditions relating to the vehicle 
    • B60K28/14—Safety devices for propulsion-unit control, specially adapted for, or arranged in, vehicles, e.g. preventing fuel supply or ignition in the event of potentially dangerous conditions responsive to conditions relating to the vehicle  responsive to accident or emergency, e.g. deceleration, tilt of vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/10—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to vehicle motion
    • B60W40/11—Pitch movement
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D29/00—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto
    • F02D29/02—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto peculiar to engines driving vehicles; peculiar to engines driving variable pitch propellers
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/021—Introducing corrections for particular conditions exterior to the engine
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/02—Control of vehicle driving stability
    • B60W30/04—Control of vehicle driving stability related to roll-over prevention
    • B60W2030/041—Control of vehicle driving stability related to roll-over prevention about the pitch axis
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2300/00—Indexing codes relating to the type of vehicle
    • B60W2300/36—Cycles; Motorcycles; Scooters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/22—Suspension systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/10—Longitudinal speed
    • B60W2520/105—Longitudinal acceleration
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/16—Pitch
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/18—Roll
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/28—Wheel speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/06—Combustion engines, Gas turbines
    • B60W2710/0666—Engine torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2720/00—Output or target parameters relating to overall vehicle dynamics
    • B60W2720/16—Pitch
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2250/00—Engine control related to specific problems or objectives
    • F02D2250/18—Control of the engine output torque
    • F02D2250/26—Control of the engine output torque by applying a torque limit

Definitions

  • Vehicles such as general motorcycles (motorcycles), have rear wheels as drive wheels, and the vehicle is accelerated by the rear wheels. At this time, a predetermined moment is generated with respect to the center of gravity due to the positional relationship between the point where the rear wheel is in contact with the road surface and the center of gravity of the vehicle body.
  • the moment generated at the time of acceleration is a moment that acts in a direction to lift the front wheel of the two-wheeled vehicle. For this reason, if a sudden accelerator operation is performed when traveling with a two-wheeled vehicle, the front wheels may be lifted. Such a phenomenon is generally called “Willi”.
  • the conventional drive torque control described above has the following problems. That is, the traction control based control performs feedback control based on the wheel speed difference between the front and rear wheels. For this reason, while the front wheels are floating in the air in the wheelie state, the driving torque is always reduced from the driving torque in the normal state. Further, in the case where the drive torque control is performed based on information from various sensors, the control for continuously reducing the drive torque is performed after the occurrence of the wheelie is detected until the end of the wheelie is detected.
  • an object of the present invention is to provide a drive torque control that can avoid an excessive reduction in drive torque when a wheelie occurs and can realize an optimum acceleration state.
  • the purpose is merely an example, and the present invention should not be construed as being limited by the purpose.
  • the first means is a driving torque control method for a vehicle, which detects or calculates the amount of the wheelie of the vehicle, and when the wheelie occurs, a driving torque to be applied to the rear wheel.
  • the driving torque is maintained or increased when the amount of wheelie is reduced and the driving torque is reduced compared to the driving torque in the normal state.
  • the second means adopts a structure in which, in addition to the structure of the first means, the maintenance or increase of the driving torque starts when the amount of the wheelie decreases or when a predetermined time elapses after the decrease.
  • the fourth means adopts a structure in which the drive torque control is performed only after the elapse of a predetermined time after the occurrence of the wheelie, in addition to the structure of any one of the first means to the third means.
  • the eleventh means adopts a structure in which, in addition to any of the structures of the eighth means to the tenth means, the drive torque control by the control unit is performed only after a predetermined time has elapsed since the occurrence of the wheelie.
  • the calculation of the wheelie amount by the wheelie determination unit is not limited to the information on the vehicle pitch angular velocity or the acceleration in the X direction, the acceleration in the Z direction, the front wheel or the rear
  • the configuration is such that it is performed using at least one of the wheel speed of the wheel, the wheel acceleration of the front or rear wheel, the driving torque, the stroke amount of the suspension, and the information from the ground sensor.
  • the fourteenth means further includes a drive torque correction unit in addition to any of the configurations of the eighth means to the thirteenth means, and the increase amount of the drive torque by the control unit is corrected using information from the drive torque correction unit.
  • the driving torque correction unit includes a pitch angular velocity, a pitch angle, an acceleration in the X direction, an acceleration in the Z direction, a driving torque, a road surface state, a wheel speed of a front wheel or a rear wheel, a wheel acceleration of a front wheel or a rear wheel, The drive torque correction amount is calculated using at least one of the bank angular velocity, bank angle, transmission stage position, suspension stroke amount, and information from the ground sensor.
  • FIGS. 2A and 2B are diagrams for explaining the driving torque control method disclosed in FIG. 1.
  • FIG. 2A shows the time lapse of the wheel speeds of the front wheels and the rear wheels in one example
  • FIG. FIG. 2 (C) is a diagram showing the time lapse of the pitch angular velocity of the two-wheeled vehicle.
  • FIG. 2 is a diagram showing a control map of a state of a two-wheeled vehicle and an increase / decrease amount of a drive torque in the drive torque control method disclosed in FIG.
  • FIG. 4A is a diagram illustrating a drive torque control device according to an embodiment of the present invention
  • FIG. 1 is a flowchart showing a driving torque control method according to the present embodiment.
  • the amount of wheelie is, for example, a pitch angle of a two-wheeled vehicle.
  • the “pitch angle” is “0” when the front wheel and the rear wheel are in contact with the ground, and the wheelie state is positive. For this reason, in the specification, when it is described that “the amount of wheelie is large”, this means that the pitch angle is large.
  • the motorcycle has suspensions on the front and rear wheels, even if the pitch angle is detected or calculated as a positive value, a wheelie does not always occur.
  • step S2 it is determined whether or not a wheelie has occurred (step S2).
  • N in step S2 the calculation of the amount of wheelie (pitch angle) is repeated.
  • the driving torque applied to the rear wheels is reduced (step S3). Specifically, the driving torque transmitted from the engine (not shown) to the rear wheels via a chain, a shaft or the like is reduced. In order to reduce the drive torque, the engine output torque is reduced by controlling the carburetor, injection and the like.
  • the drive torque reduction may be started at the same time as the generation of the wheelie, or may be started after a predetermined time has elapsed from the generation of the wheelie.
  • the front wheel descent can be judged not only by the pitch angular velocity but also by information such as the pitch angle. That is, comparing the pitch angle at a certain point and the pitch angle after a predetermined time has passed, it can be seen that the front wheel continues to rise if the pitch angle increases, and the front wheel descends if the pitch angle decreases.
  • FIG. 2 is a diagram for explaining the relationship between the wheel speeds of the front and rear wheels, the drive torque, and the pitch angular speed over time when the drive torque control as described above is performed.
  • the horizontal axis represents time T
  • the vertical axis represents wheel speed V.
  • the line shown with the continuous line shows the wheel speed 1F of the front wheel by the drive torque control which concerns on this embodiment.
  • the line indicated by the broken line is the wheel speed 1R of the rear wheel
  • the line indicated by the alternate long and short dash line is the wheel speed 101F of the front wheel by torque control according to the prior art.
  • the wheel speed 1R of the rear wheel is rising at a constant acceleration even when a wheelie occurs.
  • the occurrence of a wheelie is detected based on the pitch angular velocity information, and in this case, the feedback control of the traction control is temporarily disabled.
  • the drive torque control according to the present embodiment is preferentially executed.
  • FIG. 2 (B) shows the time lapse of the drive torque applied to the rear wheels.
  • the horizontal axis represents time T
  • the vertical axis represents drive torque M.
  • the solid line indicates the drive torque 11R by the drive torque control according to the present embodiment.
  • a line indicated by a broken line is a driving torque request 11D by the rider.
  • the line shown with the dashed-dotted line shows the drive torque 111R by a prior art.
  • the driving torque request 11D by the rider is constant from time T1 to time T4.
  • the driving torque 11R applied to the rear wheels is gradually reduced.
  • the period from time T1 to time T2 is a period in which the amount of wheelie is increasing as will be described later. For this reason, the driving torque is reduced to prevent the amount of wheelie from increasing.
  • FIG. 2 (C) shows the time lapse of the pitch angular velocity of the two-wheeled vehicle.
  • the horizontal axis is time T
  • the vertical axis is pitch angular velocity PR.
  • the solid line represents the pitch angular velocity in the case of the drive torque control of the present embodiment.
  • the pitch angular velocity is an angular velocity in the pitching direction when the two-wheeled vehicle turns forward or wheelies.
  • the pitch angular velocity 21P is substantially “0”. This is basically a state where no wheelie has occurred.
  • the pitch angular velocity 21P is positive from time T1 to T2. This indicates that a wheelie has occurred and the amount of wheelie has further increased.
  • the wheel speed of the front wheels starts to decrease (see FIG. 2A).
  • the reason why the pitch angular velocity 21P suddenly becomes “0” at the time T4 is that the front wheel comes in contact with the road surface and the change in the pitch angle of the two-wheeled vehicle disappears.
  • the positive and negative signs of the pitch angular velocity 21P are for convenience of explanation, and in order to specify the descent start time of the front wheels, it may be determined that the sign of the pitch angular velocity 21P is reversed.
  • 2 (C) is a diagram of the pitch angular velocity 121P by the conventional driving torque control, the negative slope of the pitch angular velocity is larger than that of the present embodiment (the front wheel Descent speed is fast). This is because the driving torque increase control as in the present embodiment is not executed until time T3, and the front wheels descend at the fast pitch angular velocity 121P. Then, immediately after time T3, the front wheel comes in contact with the road surface, and the pitch angular velocity is “0”.
  • the horizontal axis is the pitch angular velocity PR
  • the vertical axis is the pitch angle PA
  • the vertical axis is the drive torque increase amount MI and the decrease amount MD.
  • the pitch angular velocity and the pitch angle are both “0”.
  • the pitch angular velocity is large in the increasing direction, and the pitch angle is “0”. In this case, since it is highly possible that the pitch angle suddenly increases and the wheelie state is reached at the next moment, the driving torque is not increased.
  • point A is a case where the pitch angular velocity is large in the decreasing direction and the pitch angle is “0”. This is the state immediately before the front wheel is descending at a high pitch angular velocity and the wheelie is finished. In such a state, since the wheelie does not increase any more, the amount of increase in the drive torque is maximized.
  • the wheelie determination unit 53 Based on information from various sensors 59 attached to the two-wheeled vehicle, the wheelie determination unit 53 detects or calculates at least one of whether or not a wheelie has occurred, a wheelie amount, a change in the wheelie amount, and the like, Judgment.
  • the sensor 59 used for determining the wheelie include an X direction acceleration sensor, a Z direction acceleration sensor, a pitch angular velocity sensor, front and rear wheel speed sensors, a drive torque sensor, a suspension stroke sensor, a ground sensor, a transmission stage position sensor, and the like. Can be considered.
  • the wheelie determination unit 53 calculates the angular velocity around the Y axis in real time, and determines when the pitch angular velocity changes from positive (the state where the wheelie amount is increasing) to negative (the state where the wheelie amount is decreasing). Identify. When it is determined that the amount of wheelie has decreased, the wheelie determination unit 53 transmits a signal indicating that the amount of wheelie has decreased to the control unit 55. In the present embodiment, the drive torque when the wheelie is generated is reduced compared to the drive torque in the normal state.
  • the drive torque correction unit 57 is for correcting the increase / decrease amount of the drive torque when the wheelie is generated. This is because the amount of increase / decrease in the drive torque cannot be uniquely determined by the amount of wheelie, and various corrections are necessary depending on the running state of the motorcycle.
  • Various parameters can be considered for correction. For example, pitch angular velocity, pitch angle, X-direction acceleration, Z-direction acceleration, driving torque, road surface condition, front wheel or rear wheel speed, front wheel or These include wheel acceleration, bank angular velocity, bank angle, transmission stage position, suspension stroke amount, ground sensor information, and the like of the rear wheels.
  • the speed and acceleration of the two-wheeled vehicle can be calculated from information from the five-dimensional sensor.
  • the bank angle and bank angular velocity can also be calculated from information from the angular acceleration sensor around the X axis of the five-dimensional sensor.
  • the transmission stage position can be obtained from a transmission stage position sensor.
  • the driving torque control of a two-wheeled vehicle is basically focused, but it can also be applied to a tricycle or a four-wheeled vehicle.
  • the two-wheeled vehicle provided with the engine has been described in detail as an example.
  • the present invention can also be applied to a vehicle using an electric motor as a driving means and a vehicle using other driving means.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • General Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Physics & Mathematics (AREA)
  • Mathematical Physics (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Vehicle Body Suspensions (AREA)

Abstract

L'invention concerne, afin de commander un couple d'entraînement de manière à éviter des défauts d'accélération et analogues même lorsque se produit un cabré, un procédé de commande de couple d'entraînement pour un véhicule dans lequel est détectée ou calculée une valeur de cabré pour le véhicule, et dans lequel, lorsqu'un cabré se produit, le couple d'entraînement appliqué aux roues arrière est réduit en deçà du couple d'entraînement à l'état normal, et, lorsque la valeur de cabré diminue, le couple d'entraînement est maintenu ou augmenté.
PCT/JP2015/055851 2014-03-03 2015-02-27 Procédé de commande de couple d'entrainement et dispositif de commande de couple d'entrainement pour véhicule WO2015133396A1 (fr)

Priority Applications (5)

Application Number Priority Date Filing Date Title
CN201580011638.8A CN106164451A (zh) 2014-03-03 2015-02-27 车辆的驱动扭矩控制方法以及驱动扭矩控制装置
CN202210054725.3A CN114233493B (zh) 2014-03-03 2015-02-27 车辆的驱动扭矩控制方法以及驱动扭矩控制装置
EP15757763.6A EP3115579A4 (fr) 2014-03-03 2015-02-27 Procédé de commande de couple d'entrainement et dispositif de commande de couple d'entrainement pour véhicule
US15/122,507 US10189473B2 (en) 2014-03-03 2015-02-27 Drive torque control method and drive torque control device for vehicle
JP2016506457A JP6341579B2 (ja) 2014-03-03 2015-02-27 車両の駆動トルク制御方法及び駆動トルク制御装置、及び、車両

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2014-040671 2014-03-03
JP2014040671 2014-03-03

Publications (1)

Publication Number Publication Date
WO2015133396A1 true WO2015133396A1 (fr) 2015-09-11

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PCT/JP2015/055851 WO2015133396A1 (fr) 2014-03-03 2015-02-27 Procédé de commande de couple d'entrainement et dispositif de commande de couple d'entrainement pour véhicule

Country Status (5)

Country Link
US (1) US10189473B2 (fr)
EP (1) EP3115579A4 (fr)
JP (1) JP6341579B2 (fr)
CN (2) CN114233493B (fr)
WO (1) WO2015133396A1 (fr)

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US20170101945A1 (en) * 2015-10-07 2017-04-13 Kawasaki Jukogyo Kabushiki Kaisha Output control system
JP2017071300A (ja) * 2015-10-07 2017-04-13 川崎重工業株式会社 ウィリー判定装置、乗物、および車輪浮上り量判定方法
JP2018043627A (ja) * 2016-09-14 2018-03-22 川崎重工業株式会社 ウィリー判定装置およびウィリー判定方法
JP6420447B1 (ja) * 2017-11-10 2018-11-07 株式会社ケーヒン 自動二輪車の駆動力制御装置
JP2019065755A (ja) * 2017-09-29 2019-04-25 株式会社ケーヒン 自動二輪車のピッチ角制御装置
WO2020235371A1 (fr) * 2019-05-17 2020-11-26 本田技研工業株式会社 Motocyclette
JP2021504090A (ja) * 2017-11-30 2021-02-15 モス、ニコラス 遠隔制御車両
JPWO2020212831A1 (ja) * 2019-04-15 2021-12-16 ロベルト・ボッシュ・ゲゼルシャフト・ミト・ベシュレンクテル・ハフツングRobert Bosch Gmbh 制御システム及び制御方法

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ITUB20152174A1 (it) * 2015-07-14 2017-01-14 Ducati Motor Holding Spa Motocicletta con sistema per spostare in avanti il limite di impennata e ribaltamento del veicolo ed incrementare la spinta longitudinale del veicolo
JP6445112B1 (ja) * 2017-10-17 2018-12-26 株式会社ケーヒン 駆動力制御装置
DE102019210670A1 (de) * 2019-07-18 2021-01-21 Robert Bosch Gmbh Verfahren und Vorrichtung zum Betreiben eines Bremssystems, Computerprogramm und Computerprogramm-Produkt, Bremssystem
CN113968297B (zh) 2020-07-21 2023-05-05 北京零极创新科技有限公司 一种车辆的辅助翘头方法及装置、车辆、计算机存储介质
US20220194360A1 (en) * 2020-12-21 2022-06-23 Ford Global Technologies, Llc System and method for operating a vehicle
CN113022722B (zh) * 2021-04-14 2021-11-26 北京林业大学 一种用于林地消防车的防倾翻悬架***
WO2023100040A1 (fr) * 2021-11-30 2023-06-08 Kruger Andre Jacques Système de commande d'angle de levage
CN115542922B (zh) * 2022-11-02 2023-06-09 智橙动力(北京)科技有限公司 一种泳池清洁机器人及控制方法、电子设备与存储介质

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JPWO2015133396A1 (ja) 2017-04-06
CN114233493A (zh) 2022-03-25
EP3115579A4 (fr) 2017-03-29
US10189473B2 (en) 2019-01-29
EP3115579A1 (fr) 2017-01-11
CN114233493B (zh) 2024-03-08

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